Introduction
Body Shape
Mechanical Design
    Chassis and Engine
    Suspension
    Transmission
    Luxury Features
On Road Performance
Off-Road Features & Performance
Magazine Test Reports
Build Quality
Extended Warranty Information
More Information
 

Introduction

A long-awaited all-new Range Rover design was introduced to the world in late 1994. The designers had a tough challenge -- the Classic Range Rover being a most difficult act to follow. Since the Range Rover had moved well up-market from its original marketing concept, there was an effort to position the new vehicle as more attractive to the prospective Jaguar, BMW or Mercedes buyer in terms of pavement performance, while retaining class-leading off-road abilities. Most reviews in the automotive press agree they succeeded to a considerable degree, combining conservative design with several innovative engineering achievements.

The Range Rover design team considered a wide range of more daring designs, but evidently saw the buyer as very traditional -- and the resulting body shape was  criticized by some as bland. Certainly it can be difficult to distinguish at a distance from the some lesser sport utility vehicles and minivans. However the new shape did retain certain styling cues from the older design, such as the castellated hood and the black "C" pillars. The newer version had an extremely low drag coefficient and much lower wind noise, making it a superb high speed cruiser with a top speed of 111 mph for the 4.0SE and over 120 for the 4.6HSE.

The 4.0/4.6 body is more spacious than the Classic, and retains the much-loved rear tailgate arrangement which makes for pleasant afternoon tea stops in the field. The spare tire is repositioned under the loadspace for the spare tire, while the fuel tank is moved to a less vulnerable position forward of the rear axle. There is even a glove compartment and drink holders.

Chassis and Engine
While sharing few components, the redesigned model bore considerable mechanical resemblance to the Classic. The steel box section chassis was even stronger and heavier; the curb weight of the vehicle was up to about 4,600 lbs. The 108 inch wheelbase was the same as the earlier County LWB, and aluminum body panels were used for the front fenders, the doors and tailgate. The engine was still the aluminum pushrod V8 but was reworked in many details, improving strength and longevity and providing 4-coil distributorless ingnition. Even more smooth running than the old engine, it was renamed the 4.0 to distinguish it from the old 3.9 of identical displacement. It produced slightly more power and torque -- which were needed to motivate the increased weight. An HSE model used a stroked 4.6 litre version of the engine.

Suspension
The electronically adjustable air suspension designed into the 4.0/4.6 model is similar to that on the Classic County LWB models, which in retrospect (having an almost identical wheelbase), can be seen partly as a test bed for the redesign. Vehicle height can be raised and lowered over a 5-inch plus range (compared with a 1-inch range in such imitators as the Ford Expedition air assisted suspension option).

In the lowest "access mode" setting, the suspension is grounded almost to the bump stops to allow the vertically challenged to get into the vehicle without standing on a stepladder as required for other serious off-road vehicles.  Normal height is only occasionally used, because at  highway speeds the body lowers itself an inch below normal to increase stability. When venturing off-road, high profile can be selected for an instant 1.6 inch lift above "normal" (2.6 inches  above the highway ride setting). Finally, there is an "extended profile" in which the system's "brain" senses that the body is grounded and pushes the wheels down even further until they find terra firma to extricate the vehicle, saving the owner the  indignity of having a Range Rover pulled out of a "stuck" by some lesser vehicle. The characteristics of this setup also mean that the dynamic response and "feel" of the ride does not vary, like a conventionally spruung vehicle, from hard when unloaded to mushy when loaded. Maximum departure angle is maintained even under full load, and the suspension is much more difficult to "bottom out".  Finally, the headlights are always aimed level regardless of load.

Solid axles front and rear (redesigned to increase strength, reduce unsprung weight, reduce bump steer and increase ground clearance) were retained -- a vital off-road feature which is becoming rare in today's SUVs. The pesky swivel pin housings that leak and need constant maintenance on the Classic were eliminated, and the CV joints are lubricated by grease trapped within a rubber boot.  Front axle location is similar to Classic models, with a Panhard Rod and antisway bar. The rear suspension employs innovative composite fiber trailing links that resist torsion and therefore eliminate the need for a rear antisway bar. A Panhard Rod is used for lateral location instead of the previous A-frame. The roll center was lowered. Articulation is nominally reduced but under testing it still easily exceeds that of any other production 4X4. Articulation is increased in high profile mode rather than decreased as on the Classic. It is comforting to note that suspension compliance is still sufficient to inspire the appearance of aftermarket anti-sway bar "upgrades" (off road enthusiasts beware).

Transmission
The transmission was upgraded to an electrically shifted unit controlled by its own computer (ECU). The controls employ a novel "H" gate shift pattern, eliminating the need for a separate hi-lo range shifter. In low range, a button allows you to operate it as a true manual gearbox, locking it in any chosen gear. (In high range the same button selects "sport" mode for faster acceleration). The innovative electronic traction control system is retained, applying the brake to a spinning wheel so that torque is transferred to the wheel with the most grip. This accomplishes the function of a heavy duty four wheeling locker in a way that is smoother, more progressive and less likely to result in broken drivetrain parts.

Luxury Features
Standard electronic sophisticaton and luxury features on the newly introduced model were far ahead of anything offered, even as options, by other manufacturers. Aside from the usual luxury car features like dual zone totally automatic climate control, an 11 speaker, 6 disk sound system with steering wheel controls, and lighted driver's and passenger's vanity mirrors, the Range Rover 4.0/4.6 has pollen filters, heated 10-way adjustable power front seats (including power operated headrests and lumbar support adjustment), heated windshield, heated washer jets, power headlamp washers and wipers, rear view mirrors that are heated and tilt down automatically when reverse is selected,  power one-touch (open and close) antitrap windows and moon roof, a 150-function message center with trip computer, and many other thoughtful amenities to make the journey though punishing terrain even more relaxing than it was in the Classic model. Fortunately, the puddle lamps were retained  under the doors so you can see what kind of terrain you are stepping into when you reluctantly leave the luxury of the cabin.
 

Sitting at the controls of a Range Rover 4.0/4.6, it is hard not to fall in love with the vehicle. The high and extremely comfortable seating position along with the array of more ergonomically designed controls somehow convey the feeling of being in command of any terrain or situation.

The goal of improved refinement and handling was definitely achieved.  The engine is supremely smooth, the cabin is quiet, and there is no slop in the drivetrain. Compared with the Classic, the ride is firmer, but throwing the Range Rover into corners gives a feeling of confidence. Steering is more precise, body roll is reduced, there is a solid feeling of attachment to the pavement, and the car actually holds a straight line down the freeway with no need for constant steering input. The automatic "set and forget" climate control has air conditioning almost up to the refrigerator-like standards of American cars. The new aerodynamic shape provides higher maximum and cruising speeds than the old Range Rover, and generates far less wind noise. The greatly improved responsiveness of the transmission, combined with the engine reving very smoothly to over 5,000 RPM, makes the vehicle feel much more lively. Although the power to weight ratio is no more favorable than the Classic, the improvement in overall refinement and road manners translates to noticeably faster travel times from A to B, as well as more effortless long distance travel.

Of course, when it comes to sheer power and acceleration, even the 4.6 is no match for a J**p Grand Cherokee. Although this has little or no effect on real-world driving, automotive journalists  tend to rate vehicles based on their performance at the dragstrip. As a concession to them, a limited edition Callaway version of the Range Rover 4.6HSE  for 1998/9 produced 240 horsepower. For 1999 models, an improved Bosch engine management system combined with a revised intake design gave a slight torque increase. Rumors of a new 2001 model are already afoot, with likely power plants being 4.4 liter V8 and 5.4 liter V12 BMW engines. (As always, however, the best way to run away from a J**p in a Range Rover is to lure it off road!)
 

The air suspension is a boon off road, and some of its unique advantages are not as well known as the obvious height adjustment advantage. For example, full ground clearance (and especially departure angles) are maintained regardless of load. (I was always hitting the rear of my loaded Classic on the ground but so far have not with the 4.0). And, the progressive nature of air springs means that when encountering an obstacle or ditch too fast you hit the bumpstops much less frequently than with coil springs.

For those who wonder whether the 4.0/4.6 can hack it off road with the older designs, I have personally tested it with various earlier Land Rover models in different off-road situations. Chris Bonin, on a recent trail ride with a convoy of Land Rovers, remarked (referring to the newer model): "Riding behind him in my 88RR you could see a considerable difference in ride comfort.  Mine bouncing around and looking at them in front of me was a nice air cushioned ride. You would have to say a little jealous  ......  I was a little sore the next day".  On the local winter "mud run" over a severely muddy road in convoy of other Land Rovers (mostly with mud tires and lockers), the 4.0 was stymied on a couple of occasions due to its lack of mud treads and a front locker, but kept up well the rest of the time. (It was also the only vehicle which was not "aired down"). On a recent Death Valley expedition including negotiating a dry rock warterfall and other serious obstacles,  the 4.0 avoided both the wheelspin and the body damage experienced by a beefed-up Classic in the convoy, and effortlessly outdistanced the accompanying vehicles on the washboard sections.

My own impression in off-pavement driving compared with the Classic is that handling is improved on  graded dirt roads, while on rougher roads slightly lower speeds are needed to keep the ride smooth. At normal four wheeling speeds, the suspension feels very supple. Most four wheel drive roads and trails can be negotiated at normal ride height. The rear no longer sags under load so the main source of chassis-ground contact is reduced. When additional clearance is needed, as for crossing ditches and washouts, high profile is very handy, and I find the usable, loaded clearance is better than my Classic. The progressive nature of the air springs make bottoming out largely a thing of the past. The wider tires seem to diminish mud traction a bit, but the traction control helps restore the deficit. Of course the flip side is that the wide tires improve sand traction, and rock crawling traction is excellent. And, those pollen filters really do work -- on convoy trips over dusty roads, you breath clean air! Things like that can make a real difference to the trip's enjoyment. Although I find the increase in overall dimensions a nuisance on some trails, the longer wheelbase tends to flatten out obstacles and give a very undramatic ride over awful terrain.

Magazine Test Reports

Published magazine reviews usually include the ritual chant of complaints about the vehicle's price, but always acknowledge the new Range Rover to be comfortably superior to all competitors, especially in off-road performance. For example, a March 1995 Automobile magazine off-road comparison test with four other SUVs (with much more off-road reporting than typical 4X4 magazine tests) declared the RR "in a league of its own". "Nothing we drove into the Northern California woods came even close to the mighty new Range Rover 4.0SE..... It's so unsinkable, unflappable, and unstoppable that you're in danger of not knowing how good it is, just because there's not much drama going on from the driver's point of view. If there exists a flaw, and we're not so sure there does, it may be that the Range Rover's utter competence off-road may induce in the driver a feeling of inadequacy. Were our special tasks too wimpy? Not if scraped skid pans, doinked rear bumpers, high-centered door sills, and aborted hill climbs involving our other test vehicles were anything to go by. The truth is, nothing we threw at the Range Rover even slightly fazed it".

In winning an August 1996 Car and Driver comparison with the Lexus LS450, on a trip across the Labrador wilderness, the Range Rover won accolades for gobbling up "nasty, huge, gaping, rocky holes in the road" with the "refinement of a Mercedes hopping over speed bumps".  The Four Wheeler magazine 1996 Four Wheeler of the Year test admitted its awesome off-road prowess, stating that it climbed up and over obstacles the best of any competitor, but the editors were more captivated by the spritely V8-powered Grand Cherokee. These and other reviews assure us that the new RR is still King Off-Road and excellent value. Wheels of Fortune compared the Callaway version with 5 other SUVs in November 1998; its final rating was tops off road but it could not win because it was even then no longer available.

A few comentators feel the new vehicle's off-road abilities are compromised compared with the earlier model: "the massive competence is gone", laments a recent issue of one British 4WD magazine. This conclusion seems debatable, however, and most others rave about the feeling of supreme confidence it gives in being able to conquer any obstacle.  An independent side by side test would be most interesting.
 
Build Quality

It is comforting to know that the 4.0/4.6 models can sometimes be prone to the familiar minor flaws of old -- for the perspective of one buyer, consult Ms Mango's Range Rover Web. However, the many satisfied customers are reflected in the scarcity and high resale value of used models, and the vehicle's solid basic foundation means it will probably still be around when its competitors are long since crushed for recycling.

Any new vehicle has its teething problems, and the redesigned Range Rover was no exception. It is an unusually complex machine, and an impressive engineering achievement. However, with such an array of new mechanical and electronic equipment, things can occasionally go wrong. In fact, the tentacles of computer control are so pervasive that some things which seem at first to be faults turn out to be merely the higher intelligence of the computer controlling the vehicle's functions as planned!

The 4.0/4.6 model has been subject to several recalls covering the cooling system, rear suspension, and other components. Build quality is said to have improved with time. In 1998 the new vehicle warranty was extended to four years, presumably to help allay buyer fears. An extended warranty is well worth considering if you are thinking of buying a 4.0 or 4.6 Range Rover.

Extended Warranty Information

Like other Range Rover models, this is a high maintenance vehicle, and many owners may wish to have their pride and joy covered by an extended warranty to avoid the near-certainty of major repair expenses. Land Rover dealers usually offer some form of extended coverage, but it is usually less expensive to obtain a policy from a third party source.  Unfortunately, due to the reputation of Range Rovers for expensive repairs, most of the well-known auto warranty providers will not cover them at all, but a few have specialized in providing affordable policies for these vehicles.  If you are fortunate enough to have a 4.0/4.6 model that is still under factory warranty, it is easier and cheaper to obtain an extended warranty policy before the original coverage runs out, but if yours has expired, do not despair. We have found insurers who can arrange coverage for out-of-warranty Range Rovers of almost any age and mileage from new to as much as 20 years old. For more information, see the Range Rover Extended Warranty Information page.

More Information

If you have owned or leased the Range Rover 4.0/4.6, please email me so your experience can be shared with others.